
[Federal Register Volume 80, Number 21 (Monday, February 2, 2015)]
[Rules and Regulations]
[Pages 5454-5457]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2015-01800]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-0049; Directorate Identifier 2014-SW-037-AD; 
Amendment 39-18096; AD 2015-02-27]
RIN 2120-AA64


Airworthiness Directives; Airbus Helicopters (Previously 
Eurocopter France) Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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SUMMARY: We are superseding Airworthiness Directive (AD) 2013-19-19 for 
certain Eurocopter France Model AS332C, AS332L, AS332L1, AS332L2, and 
EC225LP helicopters. AD 2013-19-19 required replacing certain serial-
numbered main gearbox (MGB) bevel gear vertical shafts and inspecting 
and replacing, if necessary, each MGB bevel gear vertical shaft 
(shaft). This new AD requires the same actions as AD 2013-19-19 but 
corrects an error in the term used to identify an inspection 
qualification and updates the type certificate holder's name. This AD 
is prompted by two incidents of emergency ditching after warning 
indications of loss of MGB oil pressure. These actions are intended to 
detect a cracked shaft, which could result in loss of MGB oil pressure, 
loss of the MGB lubrication system, and subsequent loss of control of 
the helicopter.

DATES: This AD is effective February 17, 2015.
    We must receive comments on this AD by April 3, 2015.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Docket: Go to http://www.regulations.gov. Follow the online instructions for sending your 
comments electronically.
     Fax: 202-493-2251.
     Mail: Send comments to the U.S. Department of 
Transportation, Docket Operations, M-30, West Building Ground Floor, 
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590-0001.
     Hand Delivery: Deliver to the ``Mail'' address between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov or in person at the Docket Operations Office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the European Aviation Safety 
Agency (EASA) AD, the economic evaluation, any comments received, and 
other information. The street address for the Docket Operations Office 
(telephone 800-647-5527) is in the ADDRESSES section. Comments will be 
available in the AD docket shortly after receipt.
    For service information identified in this AD, contact Airbus 
Helicopters, Inc., 2701 N. Forum Drive, Grand Prairie, TX 75052; 
telephone (972) 641-0000 or (800) 232-0323; fax (972) 641-3775; or at 
http://www.airbushelicopters.com/techpub. You may review the referenced 
service information at the FAA, Office of the Regional Counsel, 
Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas 
76137.

FOR FURTHER INFORMATION CONTACT: James Blyn, Aviation Safety Engineer, 
Regulations and Policy Group, Rotorcraft Directorate, FAA, 2601 Meacham 
Blvd., Fort Worth, Texas 76137; telephone (817) 222-5110; email 
james.blyn@faa.gov.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    This AD is a final rule that involves requirements affecting flight 
safety, and we did not provide you with notice and an opportunity to 
provide your comments prior to it becoming effective. However, we 
invite you to participate in this rulemaking by submitting written 
comments, data, or views. We also invite comments relating to the 
economic, environmental, energy, or federalism impacts that resulted 
from adopting this AD. The most helpful comments reference a specific 
portion of the AD, explain the reason for any recommended change, and 
include supporting data. To ensure the docket does not contain 
duplicate comments, commenters should send only one copy of written 
comments, or if comments are filed electronically, commenters should 
submit them only one time. We will file in the docket all comments that 
we receive, as well as a report summarizing each substantive public 
contact with FAA personnel concerning this rulemaking during the 
comment period. We will consider all the comments we receive and may 
conduct additional rulemaking based on those comments.

Discussion

    On September 9, 2013, we issued AD 2013-19-19 (78 FR 60188, October 
1, 2013), which required replacing certain

[[Page 5455]]

serial-numbered shafts because they are no longer airworthy. Also, AD 
2013-19-19 required certain inspections at specified intervals of each 
shaft for a crack and, if there is a crack, replacing the shaft with an 
airworthy part before further flight. AD 2013-19-19 was prompted by two 
incidents of emergency ditching after warning indication of loss of oil 
pressure. A full circumferential crack of the lower shaft occurred in 
the area where two sections of the shaft are welded together. As a 
result, the shaft stopped driving the main and backup oil pumps, 
leading to warning indications of the loss of the MGB lubrication. The 
crew activated the MGB emergency lubrication system, and following a 
warning that indicated failure of that system, performed a controlled 
ditching into the sea. The actions in AD 2013-19-19 were intended to 
detect a cracked shaft, which could result in loss of MGB oil pressure, 
loss of the MGB lubrication system, and subsequent loss of control of 
the helicopter.
    AD 2013-19-19 was prompted by AD No. 2013-0138R1, dated July 15, 
2013, issued by EASA, which is the Technical Agent for the Member 
States of the European Union, to correct an unsafe condition for the 
Eurocopter Model AS332C, AS332C1, AS332L, AS332L1, AS332L2, and EC225LP 
helicopters, all serial numbers, with certain part-numbered shafts, 
installed. EASA advises of two events of the Model EC225LP helicopters 
where an emergency ditching was performed after warning indication of 
MGB loss of oil pressure and subsequent additional red alarm on the MGB 
emergency lubrication system (EMLUB). EASA also advises of a full 
circumferential crack of the lower shaft in the area where the two 
sections of the shaft are welded together. As a result, the vertical 
shaft ceased to drive the main and backup oil pumps leading to warning 
indications of the loss of the MGB main and standby oil lubrication 
systems. The crew activated the EMLUB system and, following a 
subsequent warning indicating failure of that system, performed a 
controlled ditching into the sea.
    EASA advises that Eurocopter determined after investigating the 
incidents that the shaft failures resulted from a combination of 
factors, including stress hot-spots induced by the shaft geometry, 
residual stresses in the shaft weld material resulting from the 
manufacturing process, and corrosion pitting inside the shaft on areas 
where gear spline wear particles accumulated.
    The EASA AD allows continued operations under certain conditions if 
equipped with a Vibration Health Monitoring System (VHM).

Actions Since We Issued AD 2013-19-19

    After we issued AD 2013-19-19 (78 FR 60188, October 1, 2013), we 
discovered an incorrect term used to identify the inspection 
qualification for one of the inspections in the AD. Specifically, the 
AD included in the Required Actions section, under paragraph 
(e)(3)(ii), the following:

    ``Before further flight and thereafter at intervals not to 
exceed 11.5 hours TIS, remove the main jet and emergency spraying 
jet, and ultrasonic inspect the shaft in the weld area for a crack, 
which must be done by a Level II or Level III inspector certified in 
the eddy current fault detection method in the Aeronautics Sector 
according to the EN4179 or NAS410 standard, or''.

    As published, the term ``eddy current'' used to identify the 
inspection qualification is incorrect. The correct term is 
``ultrasonic.'' Also, since the issuance of AD 2013-19-19, the type 
certificate holder's name changed from Eurocopter France to Airbus 
Helicopters. This AD requires the same actions as AD 2013-19-19 but 
corrects the inspection qualification and updates the type certificate 
holder's name.

FAA's Determination

    These helicopters have been approved by the aviation authority of 
France and are approved for operation in the United States. Pursuant to 
our bilateral agreement with France, EASA, its technical 
representative, has notified us of the unsafe condition described in 
the EASA AD. We are issuing this AD because we evaluated all 
information provided by EASA and determined the unsafe condition exists 
and is likely to exist or develop on other helicopters of these same 
type designs.

Interim Action

    We consider this AD interim action. The design approval holder is 
currently developing a newly-designed shaft that will address the 
unsafe condition identified in this AD. Once the newly-designed shaft 
is developed, approved, and available, we might consider additional 
rulemaking.

Related Service Information

    Eurocopter (now Airbus Helicopters) issued the following service 
information:
     Alert Service Bulletin (ASB) No. AS332-01.00.82, Revision 
3, dated July 8, 2013, for the Model AS332C, C1, L, L1, L2 civil 
helicopters and Model AS332B, B1, M, M1, and F1 military model 
helicopters. The ASB defines inspection requirements to detect a crack 
in the shaft, and
     ASB No. EC225-04A009, Revision 3, dated July 8, 2013 for 
Model EC225LP helicopters. The ASB defines inspection requirements to 
detect a crack in the shaft.

AD Requirements

    This AD requires:
     Removing certain part-numbered and serial-numbered shafts 
that are no longer considered airworthy from service.
     For certain model helicopters, before further flight and 
at specified intervals, eddy current inspecting the shaft for a crack 
in the area of the weld.
     For Model EC225LP helicopters, before further flight, 
either installing a placard in full view of the pilot with the 
following statement in red, 6 millimeter letters on a white background: 
``MAXIMUM CONTINUOUS TORQUE LIMITED TO 70% DURING LEVEL FLIGHTS AT IAS 
EQUAL TO OR MORE THAN 60 KTS,'' and before further flight and 
thereafter at intervals not to exceed 11.5 hours TIS, removing the main 
jet and emergency spraying jet, and ultrasonic inspecting the shaft in 
the weld area for a crack; or
     Before further flight and thereafter at intervals not to 
exceed 8 hours TIS, removing the main jet and emergency spraying jet, 
and ultrasonic inspecting the shaft for a crack in the area of the 
weld.
     Each eddy current or ultrasonic inspection be done by a 
Level II or Level III operator certified in the eddy current or 
ultrasonic fault detection method in the Aeronautics Sector according 
to the EN4179 or NAS410 standard.
     If there is a crack, before further flight, replacing the 
shaft with an airworthy part.

Differences Between This AD and the EASA AD

    The EASA AD allows continued operations under certain conditions if 
equipped with a VHM. The VHM system is validated by FAA for information 
only, and therefore we have not adopted that portion of the EASA AD.

Costs of Compliance

    We estimate that this AD affects 4 helicopters of U.S. Registry and 
that operators may incur the following costs to comply with this AD. At 
$85 per work hour; minimal cost to install a placard; and 3 work hours 
to inspect each shaft for a crack, it will cost $255 per helicopter and 
$1,020 for the fleet per inspection. It will take 44 work hours to 
replace a shaft and $1,243,350

[[Page 5456]]

for required parts for a total of $1,247,090 per helicopter.

FAA's Justification and Determination of the Effective Date

    Providing an opportunity for public comments before adopting these 
AD requirements would delay implementing the safety actions needed to 
correct this known unsafe condition. Therefore, we find that the risk 
to the flying public justifies waiving notice and comment before 
adopting this rule because the required corrective actions must be done 
within 10 hours TIS and at repeated intervals within short time 
periods.
    Since an unsafe condition exists that requires the immediate 
adoption of this AD, we determined that notice and opportunity for 
public comment before issuing this AD are impracticable and that good 
cause exists for making this amendment effective in less than 30 days.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this AD will not have federalism implications 
under Executive Order 13132. This AD will not have a substantial direct 
effect on the States, on the relationship between the national 
Government and the States, or on the distribution of power and 
responsibilities among the various levels of government.
    For the reasons discussed, I certify that this AD:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979);
    3. Will not affect intrastate aviation in Alaska to the extent that 
it justifies making a regulatory distinction; and
    4. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared an economic evaluation of the estimated costs to comply 
with this AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing Airworthiness Directive (AD) 
2013-19-19, Amendment 39-17601 (78 FR 60188, October 1, 2013), and 
adding the following new (AD):

2015-02-27 Airbus Helicopters (Previously Eurocopter France): 
Amendment 39-18096; Docket No. FAA-2015-0049; Directorate Identifier 
2014-SW-037-AD.

(a) Applicability

    This AD applies to Airbus Helicopters Model AS332C, AS332L, 
AS332L1, AS332L2, and EC225LP helicopters with a main gearbox (MGB) 
bevel gear vertical shaft (shaft), part number (P/N) 332A32-5101-00, 
332A32-5101-05, 332A32-5101-10, or 332A32-5101-15, certificated in 
any category.

(b) Unsafe Condition

    This AD defines the unsafe condition as a cracked shaft 
resulting in loss of MGB oil pressure. These actions are intended to 
prevent loss of the MGB lubrication system and subsequent loss of 
control of the helicopter.

(c) Affected ADs

    This AD supersedes AD 2013-19-19, Amendment 39-17601 (78 FR 
60188, October 1, 2013).

(d) Effective Date

    This AD becomes effective February 17, 2015.

(e) Compliance

    You are responsible for performing each action required by this 
AD within the specified compliance time unless it has already been 
accomplished prior to that time.

(f) Required Actions

    (1) Before further flight, remove shaft, P/N 332A32-5101-00, 
332A32-5101-05, 332A32-5101-10, or 332A32-5101-15, with S/N M330 
through M340 (inclusive) and S/N M370 through M5000 (inclusive) from 
service, which are no longer considered airworthy.
    (2) For Model AS332C, AS332L, AS332L1, and AS332L2 helicopters, 
before further flight and thereafter at intervals not to exceed 10 
hours time-in-service (TIS), eddy current inspect the shaft for a 
crack in the area of the weld, which must be done by a Level II or 
Level III inspector certified in the eddy current fault detection 
method in the Aeronautics Sector according to the EN4179 or NAS410 
standard.
    (3) For Model EC225LP helicopters, either do paragraphs (3)(i) 
and (3)(ii) or do paragraph (3)(iii).
    (i) Before further flight, install a placard in full view of the 
pilot with the following statement in red, 6 millimeter letters on a 
white background: ``MAXIMUM CONTINUOUS TORQUE LIMITED TO 70% DURING 
LEVEL FLIGHTS AT IAS EQUAL TO OR MORE THAN 60 KTS,'' and
    (ii) Before further flight and thereafter at intervals not to 
exceed 11.5 hours TIS, remove the main jet and emergency spraying 
jet, and ultrasonic inspect the shaft in the weld area for a crack, 
which must be done by a Level II or Level III inspector certified in 
the ultrasonic fault detection method in the Aeronautics Sector 
according to the EN4179 or NAS410 standard, or
    (iii) Before further flight, and thereafter at intervals not to 
exceed 8 hours TIS, remove the main jet and emergency spraying jet, 
and ultrasonic inspect the shaft for a crack in the area of the 
weld, which must be done by a Level II or Level III operator 
certified in the ultrasonic fault detection method in the 
Aeronautics Sector according to the EN4179 or NAS410 standard.
    (4) If there is a crack, before further flight, replace the 
shaft with an airworthy part.

(g) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Safety Management Group, FAA, may approve AMOCs 
for this AD. Send your proposal to James Blyn, Aviation Safety 
Engineer, Regulations and Policy Group, Rotorcraft Directorate, FAA, 
2601 Meacham Blvd., Fort Worth, Texas 76137; telephone (817) 222-
5110; email james.blyn@faa.gov.
    (2) For operations conducted under a 14 CFR part 119 operating 
certificate or under 14 CFR part 91, subpart K, we suggest that you 
notify your principal inspector, or lacking a principal inspector, 
the manager of the local flight standards district office or 
certificate holding district office, before operating any aircraft 
complying with this AD through an AMOC.

(h) Additional Information

    (1) Eurocopter Alert Service Bulletin No. AS332-01.00.82 and 
Alert Service Bulletin No. EC225-04A009, both Revision 3 and both 
dated July 8, 2013, which are not

[[Page 5457]]

incorporated by reference, contain additional information about the 
subject of this AD. For service information identified in this AD, 
contact Airbus Helicopters, Inc., 2701 N. Forum Drive, Grand 
Prairie, TX 75052; telephone (972) 641-0000 or (800) 232-0323; fax 
(972) 641-3775; or at http://www.airbushelicopters.com/techpub. You 
may review a copy of the service information at the FAA, Office of 
the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 
663, Fort Worth, Texas 76137.
    (2) The subject of this AD is addressed in European Aviation 
Safety Agency (EASA) AD No. 2013-0138R1, dated July 15, 2013. You 
may view the EASA AD at http://www.regulations.gov in the Docket No. 
FAA-2015-0049.

(i) Subject

    Joint Aircraft Service Component (JASC) Code: 6320 Main rotor 
gearbox.

    Issued in Fort Worth, Texas, on January 16, 2015.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft Directorate, Aircraft 
Certification Service.
[FR Doc. 2015-01800 Filed 1-30-15; 8:45 am]
BILLING CODE 4910-13-P


